Sheets-sheet



E M.' HERR.

www@ EB. m, wm.

FLUm PRESSURE BRAKE.

APPLICATION FILED MAY 12, 1902.

Y N0 MODEL.

wn'NEssEs p/ 4 SHEETS-SHEET l INVENTOR,

@y mi im 752,07 t.

Mmmm-rss.' 1s,19o4. B. M.V HERR. .FLUID PRESSURE BRAKE.

APPLIGATION FILED MAY-l. 1902.4-

4 SHEETS-SHEET 2.

'no xonm..

...al/ Il i? Q im 157 Af my WITH ESSES K PATBNTED PEB. 16, 1904,

A E. M'. HERR. FLUID PRESSURE BRAKE. APPLICATIDE FILED MAY 12, 1902 4 SHEETS-SHEET l3 -BO MODEL;

N hahha@ m5.

Att'y.

.UN-rrun @rares Perser Annyvin M. HERR, or rirrsenne, `rnvN srmfnnin,` nssieiioufro-Tnn Y' :Wnsrrnenonsn Ana BRAKE COMPANY, or rirrsnuue, PENNSYL- YANIA, CORlORA'IION -OF PENNSYLVANlA.

Fawnemessuse BRAKE.

srnolrrcn'rlou forming part of netterslratent 110,752,071, dated February 1e; ieoif nppiiennneanaylz,1902. serinneioasea (No man.) 1

,Td all whom t may concern: i

'Be' 'it-known that I, EDWIN M, HERR, a @la 'z'enf of the. United States, residing in Pittsf burgcountyofAllegheny, and State Aof Penn- Y Sylvania, have invented a certain new and usefl `--Improvement in `Fluid#lressure, Brakes, of'which improvement the following is a speeif I'ieation.' f

. y This invention relates'- to fluid pressurebrakes, and more particularly to What is known i its-the high-speed i bra-ke, which is designed 'to be used on trains that run at exceptionally vhighspeeds. As is Well known, the'eieetiv'e resistancecaused by the pressure of the brake' .shoes uponthe wheels 1varies greatly, accord#- to the speedfof the train, being much'less at high velocities than at ordinary or slows7 speeds,v so that not only may the brake-shoes be applied Withgreater force at high speeds Without danger of lsliding the wheels, out it is fo-und that this increased braking force is absolutely necessary in order to be able to prop e'rly control the ,train and secure the desired i l'checking'or stopping of the train Within the' required distance. ,l Y

now used the vhigil-speed brake apparatus-comprises the usual form of quick-action-brake equipment with governor and feedvalve set to maintain the increased pressure sixty" pounds through a port of gradually-in-- Vthi-nighout the system' and the brake-cylinders having attachedthereto the pressureredu'cin'g' yalves, such las 'shown and described in Patent No. 506,185 of October 3, l893,where by the brake-cylinder, pressure is restricted 'to a predetermined amount in service applications,VV While in emergency applications it is ,gradually reduced from emergency pressure to the predetermined amount. The pressure- .reducin'g"valves are usually set to open at about sixty pounds per square inch, since in ordinary service applications it is' Vnot desirable to have a greater brake-cylinder pressure oli account of the danger of sliding the Wheels.

'. Also in emergency applications the reducing-v valve edects a gradual reduction oi' the brakecylinder pressure. from maximum" 'to about creasing size which is supposed to correspond with the diminishing velocity of the train and vto hold the outlet-passageclosed when the trolled device on a larger scale; Figli," trans# I secure a maximum braking ellect Without caus' 5b ing a sliding of the Wheels. This hasl been found to be a Very efiicientapparatus and has given good satisfaction in practice. lt j mayk sometimes happen, however, in eme:agency applications that for various reasons the speed' of the train will not at first hesuilicieu tly' checked to Warrant the .immediate "reducing SIS `oi" the brake-cylinder pressure,A and in'oi'iler" .to secure the maximum braking eilect'on such.v u occasions the full pressure'V 'shouldflie 'niainy tained in the brake-cylinder until the-'Velocity of the train is diminished to a'certain extent and then be `gradually reduced'l according' to the reduction 1n the speed oil the tr in. I when running at high speeds it m`- AIS@ I I beilesii able toproduce a service application of greater pressure than that at which the reducing-Value is set; andthe object of inyinventionis"to" provide a device by means oi" which lthese def sired results may be securedf 3 j 7c- My invention therefore .comprises'a speed;I` f l Y controlled valve Vdevice cooperating vwith'a 'reducin'g-Valve or a yalvefactuated bythe brake-cylinder: pressure as applie'd'toa brakecylinder outlet Vor escape-passage andadapted speed of the ear is above a predetermined.'

rate and to open said outlet Inlu-3r1`I therspeel f falls below that rate.

My invention also comprises means whereby `80@ the speed-controlled devicefis 'automatically set into operation when the' :brake-cylinderf pressure exceeds a certain amount, audit fur' thereomprises certain novel `"c'o'mhinati ons and; improved features of construction, as'here'inafter more fully set forth. Y

. in the accompanying drawings, Figure l is a side elevation of a lorakei"appara'tus',

being indicated in diagraii-1i';flflliigfv 2' View of the same; Fig. B,f"a yerti c sectie taken on the line a; of Fig. el end slioiving th\e pressure-reducing valve `and' fsleeioon?,y

reise section of the speedrontrolleddeiiiceg.. taken on the ne y g/ of Fig. 3;'-Fig.j5, ahorizontal seetion of the sameltalren onthe line z z of-Fig. 4;` Fig. 6, aside elevation show" ing a modified form of my improvement; Fig. 7, a sectional View of a part of the pressurereducing valve and the speed-controlled device constructed according to the modification shown in Fig. 6; Fig. 8, a view similar to Fig. 6, but showing' still another modification; and Fig. 9, a sectional View showing the pressure-reducing valve and its connection to the speed-controlled device corresponding tofthemodiiied.arrangement as shown in Fig. 8.

Referring to the form of my invention shown in Sheets l and 2 of the drawings, I have indicated 'an ordinary quick-action brake apparatus of the /Vestinghouse type, including train-pipe 1, branch pipe 2,- triple valve 3, and brake-cylinder 4,l it being understood, however, that my invention is not restricted in itsuse to this particular type of brake apparatus, but maybe employed with other fluidpressure brake systems as well. According y to this form of my invention the brake-cylinder'is connected a pipe 5 and liexible pipe 6 with the pressure-reducingvalve 7 and speedcontrolled device 8. lt is preferable to mount the two latter'devices upon the car-truck, and

when the4 brake-,cylinder is mounted on the car-body, as shownin Figs. 1 and 2, the flexible-pipe connection 6 is necessary in order to `llow for the'relative movement between the ruck and car-body.

I he pressure-reducing valve7,as shown more particularly in Fig. 3, comprises a casing having an upper portion 10, containing the valve and piston chambers-'fand supported by` a bracket 11. A bushi g 12 is fitted to the nected to the piston: 24 by a stem 16. v In the lower section of the casing is located the ad-y justable spring 26, bearing against the movl able head 25, which'in turn bears against'the lower end of the piston-stem 16L and determines the pressure at which the reducingvalve will open,'since the pipe 5 from the brake-cylinder is in open-communication with the valve-chamber and upper face of the pis-Y ton 24. V A port 14 in` the slide-valve seat com municates with passage 27, leadingto the hollowv head 28, which supports the two oppositetrunnions 31 and 32. On these trun-V nions are mounted'the swinging-arms 29 and 30, the varm 29 being hollow and communieating with the hollow trunnion '31. Thisl` arm 29 carries at its lower end the valve-casing 36,- having'valve-.seat 37 and outlet-open# ings 38 and containing`valve 39, carriedby. stem 40. An adjustable pin 42 iena-cried by the solid arm 30, and on this pin andthecas-` ing 36 is rotatably mounted th hollow 'casing 35, ball-bearings being provided' toreduce the friction, if desired. Thecasing 36 is provvided with an extension 36, whichl projects into the chamber35, and withinth is extension 36' is located the spring43, mounted on thi. valve-stem 40 between the guide 44 and the shoulder 45, which normally rests against the inner end of the said extension of the casing. The centrifugal weights 46, having arms'47, are pivotally mounted on the fnlcrum-pins 50, which are carried yby. the lugs 49 within the hollow casing-35, the ends of said arms 47 extending vinto engagementwith the bearingplate 48, secured to the valve-stem 40 of `the speed-controlled valve 39.

It will be noticed thatth'e angular fulcru'm-- pins 5() are each provided with ltwo edges adapted to engage corresponding angles of the angular openings in the arms 47, so'that as the arms areextended by centrifugal force due to the revolving' weights the fulerumpoint will change from one edge of the pin to the other edge when the speed exceeds aipredetermined rate. rlhis will change the length of the lever-arm through which the centrifugal Force is acting on thebearing-plate 48 and cause a positive and considerable movement of the valve-stem, which will be suiii'- lfoi':-,uddenly varying the effect of the speedcontrolled mechanism upon the governorvalve, whereby the same will be positively opened or closed when the speed passes a predetermined rate. Other means for securing .this result may be devised without departing from the spirit of my invention. The object of this constructionisto enable the governor `to hold the valve closed for all speeds above a certain rate, while for all speeds below this the valve will be open sufficiently wide to al.- valve-chamber and one-side thereof f orms a valve-seat for the slide-valve 13, which is con-l low the desired rate of reduction in the brakecylinder pressure.

l The rotatable chamber 35 is hung in closeijijroximity .to one of the car-axles 9 and is .adaptedtobe forced into engagement therewith byineans of piston 22 and stem 23,'10- cated-fin cylinder' 21. A band 41 of wearing lor frictional material-such as rubber, leather, .or the like-is secured to the perimeter of the rotatable leasing 35 and is adapted to make contact with the' axle. According to the constructionshown the stem 23 is arranged to bear against the sleeve-nut 34 of the rod 33, which connects the two swinging arms 29 and A30 and .by which a tight bearing is secured between .said arms and trunnions 31 and 32. The slide-valve 13 has a port 15 connected to a transverse opening 17, communicating' with the interior of the slide-valve chamber and .also a cavity 18,- adapted to normally connect the supply-port l19 and exhaust-port 20 of the 'cylinder 21.

ducing-valve; but it is obvious-that it may be separate therefrom, if desired, and it will also be evident that any other means than that# shown may' be employed for bringing the rotatable governor-casing 35 into engagdnnnt I have shown this pressure-cylinder 21 as carried by the casingl() of the re- IIO inch orangT other desired pressure iii the hrakecylinder, the parts will reinain inert and in their normal positions, as shown, as long as the brake-cylinder pressure does not exceed sixty pounds. l1", however, an emergency application of the brakes should he made or a service application that produces a higher pressunejtlian sixty pounds in the brake-cylinder, the piston 24will he forced downward, moving thesiidc-valve so as to uncover the outlet-port 14 and to register port vi5 with su pplvport 19 of the cylinder 2i. ln practice the ports are so arranged that port begins to register with port 19 slightly in advance or' the opening of port14, so that the speed -controlled device will he Vin operation when the port 14 ot' the reducing-valve opens. :Air under pressure from the brake-cylinder will then immediately pass into cylinder 21 and movethe piston 22 outward, thus swinging the rotatable governor-casing into engagement with the car-axle, so that the weights will he extended by the centrifugal force, according to the speed of the train. At the same time air under pressure from the brake-cylinder will How through port 14, passage 27, hollow arm 29 to the valve 39, and it' the speed of the train is below, the predetermined rate this valve 39, will be open, so as to allow a reduction in the brake-cylinder pressure to sixty pounds, at which pressure the slide-valve moves up and closes the outlet-port 14 and also releases the air from cyiinder 21 through port 19, exhaustcavity 18, and exhaust-port 20. The speed-controlled device then swings awayirom engagement with the car-axle and ceases rotating. 1f at the time oi an emergency application or an excessive service application the speed ot' the train should he above the predetermined rate, the centrifugal force of the weiglits,due to the excessive speed of the train, will extend the arms 47 suiiieiently to shift the fulcrum-i'ioints on the pins 50 and close the valve 39. This will prevent anvsdischarge from the brake-cylinder through the reducing-valve until the speed. cliecked ani.l:=.tl'ie,

centrifugal force of the weights reduced sui'- iiciently to allow the valve 39 to open. Then the extra pressure in the brake-cyliinler above sixty pounds will he relieved, and the parte, will return to their normal positions, as;li-

According to` the arrangenieinsimivii in Figs 6 and 7 of the drawings the brakecyl -inder is mounted on the truck and the triple-'F valve 3 has a iiexihle coiipection with the branch pipe 2 ofthe train-pipe' i. In'tl'is modified r'crm oi' my invention the releasepipe 5 leads from the brake-cylinder to the reducing-vulve 7/ and has a branch pipe 51 connected to the cylinder Y52, .having piston' 55, with its stem 56, hearing against the head 57 and adjustabie-spring 58. The ste1nj59 extends out through the adiustable-nut 60 and is ader-ted to engage the cross-rod connecting the two swinging arms 29 and 30 0f i the speed-controlled device 8 and force the rotatable casing 35 into' engagement with the car-axle when the brake-cylinder pressure ex- `erted upon the piston 55 exceeds the opposing i The re.

force of the adjustable-spring 58. dncing-valve device 7' is substantially similar to that .shown in Fig. 3, with the exception that the slide-valve 13 is provided with a port 54, adapted to register with the outlet-port 14 in the valve-seat when 'the brake-cylinder pressure exceeds that for which the spring 26 -is adjusted,l the ports 15 and cavity 18 for supplying and releasingiiuid tol the pressurecylinder 21 also being dispensed with, according to this latter niodiiication. The port 14 communicates with pipe 53, which leads to the hollow head 28 and arm 29 of the speedcontrolled device 8. In this form of my device it will he noticed that both pistons Q4 and are constantly exposed to the brakecylinder pressure vand that the parts will remain inert and in their normal positions, .as shown, until the brake-cylinder pressure exceeds sixty pounds or anyv ,other pressure to which the springs 26 and 58 may he adjusted. In practice the spring 5S is .usually adjusted to a pressure slightly below that of spring 26, so that when the pressure-reducing valve moves downaud opens the outlet-port 14 the speed-controlled device will he in operation with its valve either opened or closed, accord; ing'as the speed of the train is below or above the predetermined rate.

The inodiiication shown in Figs. 8 and 9 is similar tot-hat shown in Figs. 6 and 7, with the exception that the two-pressure devices are combined into one, the slide-valve 13, with its stem 16, piston 24, and bushing 12v vbeing located in the casing 52 and ada )ted to actuate the swinging arms 29 and 30 directly through the stein 59. According to this construction the piston 55, as shown in Fig. 7, is

dispensed with, and the pipe 5 from the brake- IOOi ilo

other forms-of speed-controlled valve devices may be .des1gned, all of. which are included -Within the scope offmy invention.

Having now described'rny invention, 'What Il '5. clairnas. new, and desire to secure by Letters P atent,fis-- 'M 4'l'. In a fluid-pressure brake, thecoinbina tion' with a brake-cylinderi having an outletpassage and apressure-reducin'g valve conro trolling'said passage, of.a'separatespeed-con- *trolled valve device for governing the outlet from-the brake-cylinder through the'reducing-valve and adapted to normally hold'- said.

passage .open at ordinary speeds. l 1-5v L. 2.' In a Huid-pressure brake, the combina- .tion With-a brake-cylinder havingan outlet port or passage, of a pressure-reducing valve controlling'` v.saidv port, and a Vseparate speed- -eontrolled device Afor normally opening the 2o outlet from'the reducing-valve at ordinary speed'o the train is excessive. 3. In' a. fluid-pressure brake, tion with a brake-cylinderhaving an outlet port or passage, of avalveactuated by the. brakecylinder pressure for controlling said passage', land an independent speed-controlled valve .device ffor governing said outlet-pas'- ysageand normally holding the sam'eopen at speeds and, for closing'said'outlet when the 3o ordinaryspeeds'.'

a normally open governor-valve also'controlling said passage, and ay centrifugal lspeed-governor driven from the car-axle for closing the ,governor-valve at high rates of speed,

6. In a IHuid-pressure brake, vthe combination witha brake-cylinder h avng -an outletpassage, of'a valve actuated by thebralie-cyl- 5' o vi'nder pressure for controlling said passage, a speed-controlled valve device for also govern- .ing said passage, and means actuated by the brakecylinder pressure for 'throwing the speed-controlleddevice into operation when 5 5 the pressure rises to predetermined amount.

7. .In a Huid-pressure brake, the .combina-- tionwith a'brake-Cylinder'` having an outletpassa'g'e,'oi"fa valve actuated by an excessive degree of cylinder-pressure to open said pas- 6o sage,- 'a governor-valve, a speed-controlled mechanism therefor driven from the car-axle. but normally out of engagement. therewlth,

the combina-- andmeans actuated by an cxcessivedegree of cylinder-pressure'for forcing said mechanism into engagement with the-ear-axle.`

8. Ina Huid-pressure brake, the combination With 'a brake-cylinder having. anjoutlet, of a governor-valve for controlling said outlet, a speed-controlled mechanism for said valve, and means for throwing said mechanism into operation onlywhen the cylinderpressure is excessive, or rises above a predetermined degree.

9. Ina fluid-pressure brake, 'the combination with a' brake-cylinder having an outlet, of a governor-valve controlling said outlet, a speed-controlled mechanism therefor adapted to be driven from the car-axle, and means actuated only by an excessive degree of brakecylinder pressure for forcing said mechanism .into engagement with the car-axle.

10. In a fluid-pressure brake-the combination of a brake-cylinder.having an outlet-passage, a speed-controlled valve device for governing said passage, a piston for throwing said device into operation, a valve` for suppi ying 'il uid under pressure to said piston, and a movable abutment actuated bythe brakecylinder pressure ior opening said valve.

11.V In a fluid-pressure brake, the combination of a 4brake-cylinder having an outlet or tescape passage, 4agoverno r-valve' forcontrolling said passage, a speed-controlled device for continuously acting vupon said valve, and means for suddenly varyingthe eifect oi' the speed-controlled device upon the valve when the speed passes a predetermined rate.

. 12. In a fluid-pressure brake, the combination of a brake-cylinderV having an outlet or escape passage, a governor-valve for controlling said passage, centrifugal governor- Weightsjor' operating' said val'v'egand adapted to'be driven from the car-axle, and pivoted armshaving double fulcrurns whereby the valve' lmay be positively closed when the speed exceeds a prjedeterrnined rate.. v- A v13. In aflud-,pressure brake, the combination o'ffa brake-cylinder having an outlet-passage,a valve-actuated by the brake-cylinder pressure for controlling said passage, a governor-valve for also controlling said passage, a' speed-controlled device driven Jr'orn the earaxle'for continuously.acting upon said governor-valve., and means for suddenlyvarying the effect ofgiaiddevice upon the governor- IOO IIO

valve when the speed passes a predetermined rate.. Y

In testimony wlmi-eetl have hereunto set v my hand. l

141 DWI N, M. H 1G RR Witnesses:

JOHN F. lVlrLLna, F. P. LIVINGSTON. 

